DE102019118774A1 - Form-fit unit for a torque coupling, as well as a torque coupling for a hybrid module - Google Patents

Abstract

The invention relates to a form-fit unit (1) with a rotation axis (2) for an axially compressible friction package (5) of an actively releasable torque clutch (6), having at least the following components: two friction surfaces (7, 8) each with two friction rings (48 , 49) for frictionally transmitting a pulling torque (9) and a thrusting torque (10) in an axially compressed state in a torque coupling (6); - at least one radially forced engagement element (11); - a first actuating element (12) and a second actuating element (13) for forcing out the at least one engagement element (11) radially; and a first toggle lever (14) and a second toggle lever (15) which is assigned to the first and the second actuating element (12, 13), the respective actuating element (12) of the respective toggle lever (14, 15) in an actuating position is forced, the respective actuating element (12, 13) being movable in the actuating position of the second friction ring (49) relative to the engagement element (11) and being transferable into a forced position in which the at least one engagement element (11) is forced out radially. The invention also relates to a torque coupling (6) with a form-fit unit (1). With the form-fit unit proposed here and the torque coupling, a high torque can be transmitted in a small installation space, while at the same time a low torque can be regulated.

Description

• - zwei Reibflächen (7,8) mit jeweils zwei Reibringen (48,49) zum in einem axial verpressten Zustand in einer Drehmomentkupplung (6) reibschlüssigen Übertragen eines Zugmoments (9) und eines Schubmoments (10);
• - zumindest ein radial auszwingbares Eingriffelement (11);
• - ein erstes Betätigungselement (12) und ein zweites Betätigungselement (13) zum radialen Auszwingen des zumindest einen Eingriffelements (11); und
• - einen ersten Kniehebel (14) und einen zweiten Kniehebel (15), welcher dem ersten beziehungsweise dem zweiten Betätigungselement (12,13) zugeordnet ist, wobei von dem jeweiligen Kniehebel (14,15) das jeweilige Betätigungselement (12) in eine Betätigungsstellung gezwungen ist,

wobei das jeweilige Betätigungselement (12,13) in Betätigungsstellung von dem zweiten Reibring (49) relativ zu dem Eingriffelement (11) bewegbar ist und in eine Zwingstellung überführbar ist, in welcher das zumindest eine Eingriffelement (11) radial ausgezwungen ist. Die Erfindung betrifft weiterhin eine Drehmomentkupplung mit einer Formschlusseinheit. Die Erfindung betrifft weiterhin ein Hybridmodul mit einer solchen Drehmomentkupplung für einen Hybrid-Antriebsstrang, einen Hybrid-Antriebsstrang mit einem solchen Hybridmodul, sowie ein Kraftfahrzeug mit einem solchen Hyb rid-Antriebsstrang.The invention relates to a form-fit unit with a rotation axis for an axially compressible friction package of an actively releasable torque clutch, having at least the following components:

• - two friction surfaces ( 7th , 8th ) with two friction rings each ( 48 , 49 ) to in an axially compressed state in a torque coupling ( 6th ) frictional transmission of a tensile torque ( 9 ) and a thrust torque ( 10 );
• - At least one engagement element that can be forced out radially ( 11 );
• - a first actuating element ( 12 ) and a second actuating element ( 13 ) for the radial forcing out of the at least one engagement element ( 11 ); and
• - a first knee lever ( 14th ) and a second knee lever ( 15th ), which is attached to the first or the second actuating element ( 12 , 13 ) is assigned, whereby of the respective knee lever ( 14th , 15th ) the respective actuating element ( 12 ) is forced into an actuation position,

where the respective actuating element ( 12 , 13 ) in the actuation position of the second friction ring ( 49 ) relative to the engagement element ( 11 ) is movable and can be transferred into a forced position in which the at least one engagement element ( 11 ) is forced out radially. The invention also relates to a torque coupling with a form-locking unit. The invention further relates to a hybrid module with such a torque clutch for a hybrid drive train, a hybrid drive train with such a hybrid module, and a motor vehicle with such a hybrid drive train.

A form-fit unit is set up for the form-fit transmission of a torque. A form-fit unit is set up for the transmission of high torques. An example of a form-fit unit is a freewheel, with the form-fit transmission of a torque here depending on the direction of rotation or the direction of torque. A torque coupling is set up to enable a torque transmission to be released. For a controllability of a torque, a frictional torque clutch, a so-called friction clutch, is advantageous, in which part of an input torque can be dissipated in a slipping manner. The slip can be modulated by means of a (manually or automatically) controllable axial actuation force.

In the context of more recent developments, cases arise in which very high alternating torques are to be transmitted in a small space, for example ± 2 kNm [plus / minus two kilo-Newton meters]. At the same time, however, a low torque, at least the thrust torque, which is between 150 Nm and 250 Nm [one hundred and fifty and two hundred and fifty Newton meters], should still be controllable.

One solution is to provide a sequential arrangement of a friction clutch and a form-fit clutch, for example a claw clutch. The disadvantage for some applications is that additional space is required because such an arrangement requires a large actuation path for both sub-functions. In addition, the disadvantage can arise that increased actuation energy is required, which in principle corresponds to twice that of normal, that is to say simple, clutch actuation. This can be partially compensated.

Proceeding from this, the present invention is based on the object of at least partially overcoming the disadvantages known from the prior art. The features according to the invention emerge from the independent claims, for which advantageous configurations are shown in the dependent claims. The features of the claims can be combined in any technically meaningful manner, in which case the explanations from the following description and features from the figures, which include supplementary embodiments of the invention, can also be used.

• - eine erste Reibfläche und axial gegenüberliegend eine zweite Reibfläche zum in einem axial verpressten Zustand in einem Reibpaket einer Drehmomentkupplung reibschlüssigen Übertragen eines Zugmoments und eines Schubmoments, wobei die erste Reibfläche und die zweite Reibfläche jeweils einen ersten Reibring und einen zweiten Reibring umfasst, wobei der erste Reibring axial fixiert ist und eine axial außenseitige Ebene bildet, und wobei der zweite Reibring axial derart vorgespannt ist, dass der zweite Reibring nach axial außen über die axial außenseitige Ebene des ersten Reibrings hinausragend angeordnet ist, und der zweite Reibring entgegen seiner Vorspannung entlang eines axialen Betätigungswegs bis zu der axial außenseitigen Ebene des ersten Reibrings bewegbar ist;
• - zumindest ein radial auszwingbares Eingriffelement;
• - ein erstes Betätigungselement zum radialen Auszwingen des zumindest einen Eingriffelements;
• - ein zweites Betätigungselement zum radialen Auszwingen des zumindest einen Eingriffelements;
• - einen ersten Kniehebel, welcher dem ersten Betätigungselement und dem zweiten Reibring der ersten Reibfläche zugeordnet ist; und
• - einen zweiten Kniehebel, welcher dem zweiten Betätigungselement und dem zweiten Reibring der zweiten Reibfläche zugeordnet ist, wobei von dem ersten Kniehebel in dem axial verpressten Zustand in einem Reibpaket bei einem an den Reibflächen anliegenden:
  • - Zugmoment jenseits eines vorbestimmten Grenzwerts das erste Betätigungselement in eine Betätigungsstellung axial hin zu der ersten Reibfläche gezwungen ist, und
  • - Schubmoment das erste Betätigungselement sich in einer Freistellung befindet, wobei von dem zweiten Kniehebel in dem axial verpressten Zustand in einem Reibpaket bei einem an den Reibflächen anliegenden:
    • - Schubmoment jenseits eines vorbestimmten Grenzwerts das zweite Betätigungselement in eine Betätigungsstellung axial hin zu der zweiten Reibfläche gezwungen ist, und
    • - Zugmoment das zweite Betätigungselement sich in einer Freistellung befindet,
    wobei das jeweilige Betätigungselement in Betätigungsstellung von dem zweiten Reibring der jeweiligen Reibfläche relativ zu dem Eingriffelement bewegbar ist und in eine Zwingstellung überführbar ist, wobei in der Zwingstellung des Betätigungselements das zumindest eine Eingriffelement radial ausgezwungen ist.

The invention relates to a form-fit unit with a rotation axis for an axially compressible friction package of an actively releasable torque clutch, having at least the following components:

• - A first friction surface and axially opposite a second friction surface for frictionally transmitting a pulling torque and a pushing torque in an axially compressed state in a friction set of a torque clutch, the first friction surface and the second friction surface each comprising a first friction ring and a second friction ring, the first The friction ring is axially fixed and forms an axially outer plane, and wherein the second friction ring is axially pretensioned in such a way that the second friction ring is arranged protruding axially outward beyond the axially outer plane of the first friction ring, and the second friction ring against its preload along an axial one Actuating travel is movable up to the axially outer plane of the first friction ring;
• - At least one engagement element that can be forced out radially;
• - a first actuating element for forcing out the at least one engagement element radially;
• - A second actuating element for forcing out the at least one engagement element radially;
• - A first toggle lever which is assigned to the first actuating element and the second friction ring of the first friction surface; and
• - A second toggle lever, which is assigned to the second actuating element and the second friction ring of the second friction surface, of the first toggle lever in the axially compressed state in a friction package when one is in contact with the friction surfaces:
  • - Tensile torque beyond a predetermined limit value, the first actuating element is forced into an actuating position axially towards the first friction surface, and
  • - The thrust moment the first actuating element is in an exemption, with the second toggle lever in the axially compressed state in a friction package when one is in contact with the friction surfaces:
    • - The thrust torque beyond a predetermined limit value, the second actuating element is forced into an actuating position axially towards the second friction surface, and
    • - tensile moment the second actuating element is in an exemption,
    wherein the respective actuating element can be moved relative to the engagement element in the actuating position of the second friction ring of the respective friction surface and can be transferred into a forced position, the at least one engagement element being forced out radially in the forced position of the actuating element.

In the following, reference is made to the named axis of rotation if the axial direction, radial direction or the direction of rotation and corresponding terms are used without explicitly otherwise indicated. Unless explicitly stated otherwise, ordinal numbers used in the preceding and following description are only used for clear differentiation and do not reflect any order or ranking of the components identified. An ordinal number greater than one does not necessarily mean that another such component must be present.

The form-fit unit proposed here can be used in a friction pack of a friction clutch and is set up for the form-fit transmission of a torque about an axis of rotation. By means of the form-fit unit, the friction clutch is additionally transformed into a form-locking transmitting clutch and is therefore referred to below as a torque clutch. The friction package comprises a pressure plate and a counter plate, for example at the same time a flywheel, which are synchronized with one another and, for example, arranged on the engine side, form the input side of the torque clutch. At least, preferably only, the pressure plate is axially movable, so that an axial force can (actively) be converted from the outside into a pressure force of the friction pack. The form-fit unit replaces the or one of the friction disc (s) which can be brought into frictional contact axially with the pressure plate and the counter-plate, i.e. can be pressed in between them, so that a torque can be transmitted frictionally (on both sides) of the form-fit unit (via the friction surfaces). The (for example first) friction surface assigned to the pressure plate has a contact surface for the (desired) frictional engagement which points axially outward, that is to say towards the pressure plate. Likewise, the (then, for example, second) friction surface assigned to the counterplate has a contact surface for the (desired) frictional engagement which points axially outward, that is to say towards the counterplate.

For example, the form-fit unit forms the output side and is arranged on the transmission side in the torque flow. Alternatively, the assignment is reversed. A torque that is higher in magnitude on the input side is referred to as pulling torque and is, for example, clockwise, and a torque that is higher in magnitude on the output side is referred to as thrust torque and is (then), for example, counterclockwise. It should be noted that in most applications the direction of rotation of the input side and the output side always remains the same, for example clockwise (traditionally the direction of rotation of a crankshaft of an internal combustion engine).

The friction package can be actively actuated, i.e. by means of an actuating device, be it manually by means of a clutch pedal or automated by means of a servo device, as a result of a control specification from the outside, it can be switched between a torque-transmitting position (friction package pressed) and a torque-interrupting position (friction package not pressed).

When used in a friction package, the form-fit unit is set up in such a way that it cannot be actively actuated directly, but can instead be closed as a function of a predetermined torque using the applied torque. A low torque can only be transmitted by means of the friction surfaces, that is to say frictionally. In addition, even with a high applied torque at a transition from a ( e.g. active) open state of an axially compressible friction package (i.e. no or only a permissible low (drag) torque is transmitted) to the closed state of the friction package (i.e. the friction package is axially compressed and a maximum of a predetermined torque can be transmitted in a frictionally engaged manner ) Initially an exclusively frictional transmission of the torque is possible, i.e. only a smaller part of the applied high torque, until the radially forced engagement element of the positive-locking unit is brought out to engage in a corresponding receptacle of the friction clutch. The corresponding receptacle is formed in a friction clutch, for example in a clutch cover that rotates with it, or an (existing) toothing of a lamellar cage. The frictional transmission is then bridged, with part of the torque also being branched off to hold the engaging element in the deployed, ie engaging and thus positively transmitting a torque position. That is, in a (predetermined) lower torque range, for example a maximum of ± 250 Nm [plus / minus two hundred and fifty Newton meters], preferably a maximum of ± 150 Nm, the function of the form-fit unit corresponds to a conventional friction disk. In a high torque range, following the low torque range, for example up to a maximum of ± 2 kNm [plus / minus two kilo-Newton meters], with a functionally determined overlap area, a torque is additionally transmitted in a form-fitting manner.

The friction surfaces are set up for the frictional transmission of a pulling torque and a pushing torque in an axially compressed state in a friction pack of a torque clutch. In this respect, they functionally correspond to a conventional friction lining.

Furthermore, the friction surface or the component from which the friction surface is formed (for example a disk, for example in the manner of a friction lining) also has the task of interacting with a first actuating element in such a way that the at least one engagement element can be forced out radially. The friction surfaces each include an outer friction ring and an inner friction ring. Here, one of the (first) friction rings, for example the outer friction ring, is axially fixed. The other, then for example the inner, (second) friction ring can be moved axially pretensioned along an actuation path and is slightly raised compared to the first friction ring in an unloaded state, i.e. it protrudes axially over the first friction ring, i.e. the (at least unloaded) towards the respective friction plate formed, so axially outside, plane, addition. The axis of rotation forms (ideally) a normal to this axially outer plane.

The actuating means are located axially on the inside relative to the two friction surfaces, that is to say between them (in an axial center of the form-fitting unit). The axial preload on the second friction ring is generated by means of a separate energy storage element, for example a compression spring, or indirectly by an actuating element, for example an energy storage element for pretensioning the engagement element. A friction plate, for example the pressure plate, thus initially comes into (frictional) contact with the second friction ring. Only when the axial preload has been overcome and the second friction ring is axially pressed in as far as the axially outer plane of the first friction ring does the friction plate come into frictional contact with the first friction ring. The second friction ring is then not completely (indirectly or directly) pressed against the actuating element axially on the inside. Instead, an axial free travel (with deactivated toggle lever) is formed for the second friction ring so long that a contact force on the second friction ring and thus a frictional connection between the friction plate and the second friction ring is too low to move the actuating element into the forced position. Only when the toggle lever is activated is the axial free travel of the second friction ring in relation to the actuating element (thus in the actuating position) shortened in such a way that there is such a frictional connection that a torque for transferring the actuating element into the forced position is sufficiently large. The second friction ring of the two friction surfaces is axially displaceable (limited) by the axial force, so that the second friction ring can be brought into force-transmitting contact directly or indirectly with the actuating element by means of the axial force. A purely frictional connection to the first actuating element is preferably provided here, so the second friction ring then also has a friction-active contact surface on the axially inside (that is to say towards the actuating element). For example, the second friction ring is formed from a conventional friction lining material and / or as a thin annular disk with a contact surface that acts on both sides with friction.

Only when a sufficiently high torque is transmitted from the friction surface to the first actuating element is the first actuating element moved out of its rest position. The rest position is preferably held in the rest position by means of a prestressing that is particularly preferably introduced indirectly. Alternatively or in addition, a pre-tensioned connection is provided so that this pre-tension must be overcome up to a predetermined limit value, so that the friction surface only then transmits the torque entered into it in the form of a movement to the first actuating element. The same operative connection (according to one of the embodiments mentioned, preferably the same embodiment) applies between the second friction surface and the second actuating element.

The respective actuating element is designed to force out the at least one engagement element radially, so that the engagement element is then transferred from a, for example, radially inner, rest position (radially retracted position) into a corresponding, for example, radially outer, engagement position. In the engaged position, a torque is positively transmitted from the input side to the output side or vice versa by means of the form-fit unit. The engagement element then engages in the corresponding receptacle on the output side or the input side. For example, the actuation element (each) has an (actuation) ramp for the engagement element, so that a relative movement of the actuation element (triggered by the friction surface) forces the radial movement on the engagement element. For example, the actuating element is annular and the movement of the actuating element is a relative rotation about the axis of rotation. Preferably, the actuation element or the actuation ramp is only indirectly preloaded by moving the actuation ramp to force out the engagement element, further tensioning an energy storage element that holds the engagement element in the rest position, for example a helical compression spring.

In order to ensure that the engagement element is switched depending on the direction of the torque, that is to say depending on whether a pushing torque or a pulling torque is applied, a toggle lever is provided in each case. The first toggle lever becomes active when there is a pulling moment and the second toggle lever is active when there is a pushing moment. The toggle lever is activated by a relative rotation of the respective friction surface. In a preferred embodiment, the respective toggle lever in its activated state shortens the distance between the associated actuating element and the respective friction surface. This increases the compression between the respective actuating element and the respective friction surface and a maximum transferable (branched) torque is increased to such an extent that the actuating element moves from its rest position into the position which forces the engagement element out (forced position) with a sufficiently large applied torque, i.e. high torque ) is transferred.

It should be pointed out at this point that explicitly for a pulling moment only the first toggle lever acts on the engagement element exclusively by means of the first actuating element (first mechanism) and for a thrust torque only the second toggle lever acts on the engaging element exclusively by means of the second actuating element (second mechanism) acts. In one embodiment, the first actuating element and the second actuating element are formed as an actuating unit by means of a single cohesive (for example one-piece) component, the actuating unit in the forced position from the first actuating position (held by means of the first toggle lever) to the second actuating position (held by the second Toggle lever) is transferable. In the first actuation position of the actuation unit, the compulsory position, corresponding to the (separate) first actuation element, is of the first friction surface or its second friction ring and in the second actuation position of the actuation unit the compulsory position, corresponding to the (separate) second actuation element, is of the second friction surface or the second friction ring causes. In the case of a high alternating torque, i.e. in rapid succession an applied high tensile torque and an applied high thrust torque, the first mechanism and the second mechanism work independently of one another in such a way that the engagement element remains (almost) unchanged in the engagement position. There is no zero crossing, but the (high) torque is transmitted seamlessly with a positive fit. For example, a damper can be dispensed with, or such a torque coupling can be connected upstream of a damper in the torque flow.

A plurality of engagement elements are preferably provided, which are arranged, for example, evenly distributed over the circumference. A plurality of first and / or second toggle levers are preferably (independently of the preceding) provided. In both cases, an even distribution of force can be achieved. However, only a single friction surface and / or only a single actuating element is preferably provided in each case.

In an advantageous embodiment, an intermediate element is provided between the actuating element and the associated friction surface or the respective second friction ring, which is set up to activate and deactivate the respective toggle lever. For example, both the actuating element and the intermediate element are annular. The actuating element is arranged between the respective intermediate element and the (respective) friction surface, wherein, for example, the intermediate element can be driven frictionally by means of the actuating element and the actuating element can be driven frictionally by means of the second friction ring of the respective friction surface. As soon as the intermediate element (maximum) is entrained in the activation direction, that is to say in the case of the first intermediate element when a tensile moment is applied, the associated toggle lever is activated, for example (regardless of the embodiment named here) rotated, and the Distance (free travel) between the intermediate element and the second friction ring of the respective friction surface is reduced, so that the actuating element is thereby pressed more strongly against the second friction ring of the respective friction surface. However, if the intermediate element is carried along in the opposite direction, that is to say in the case of the second intermediate element when a tensile torque is applied, the associated toggle lever is deactivated or left deactivated. The actuating element remains in or is transferred to the release. Irrespective of the level of the applied torque, the actuating element cannot then (directly, see below) be transferred into the forced position by the second friction ring of the respective friction surface.

It is further proposed in an advantageous embodiment of the form-fit unit that the form-fit unit further comprises a connecting gear, by means of which the first actuating element is driven by the second actuating element and vice versa in such a way that the respectively released actuating element is moved into the forced position by the respective other actuating element Force position is transferred, preferably the actuating elements can be moved exclusively synchronously with one another.

In this embodiment, the two actuating elements are in the same position when a high torque is applied (ie regardless of its direction), ie in the final state in the forced position. For example, a connecting gear is formed by a gear shaft which is in engagement with both actuation elements, that is, a movement of the first actuation element inevitably leads to a corresponding movement of the second actuation element and vice versa. In the case of, for example, ring-shaped actuating elements, the gearwheel shaft is preferably in engagement in each case with a toothed rack profile. Then the actuating elements can only be moved synchronously with one another.

If at least in the forced position of an actuating element (for example brought about directly by the first mechanism) the other actuating element is indirectly transferred into the forced position, then the force that holds the engagement element in the forced position is always the same. The load on the actuating elements and / or on the engagement element can thus be utilized to the maximum and the components of the two mechanisms can be designed more efficiently.

It is further proposed in an advantageous embodiment of the form-fit unit that the at least one engagement element is purely radially movable and an engagement tip is designed with at least one inclined engagement surface, the at least one engagement surface being inclined to the circumferential direction.

In the case of a purely radially movable engagement element, on the one hand, independence from the direction of the torque is created. At the same time, a slight tilting effect is achieved in that a torque always acts in a shear manner on the engagement element. As a result of the tilting effect, slight fluctuations in the force of force have no effect on the maximum transferable torque. In principle, a release of the engagement element, which should already take place at the limit of a low torque, must only be successful when the axial force, ie the pressing, is released. This means that the form-fit unit is torque-free.

An inclined engagement surface ensures that the engagement element can simply be returned from the engagement position to the free position even with a slight tilt, that is to say inclination to the ideal radial alignment.

• - eine Eingangsseite zum Aufnehmen eines Zugmoments und zum Abgeben eines Schubmoments;
• - eine Ausgangsseite zum Abgeben eines Zugmoments und zum Aufnehmen eines Schubmoments;
• - ein Reibpaket mit zumindest einer Eingangsscheibe und zumindest einer Ausgangsscheibe, wobei das Reibpaket axial verpressbar ist und das Reibpaket in einem solchen axial verpressten Zustand zum reibschlüssigen Übertragen eines Zugmoments und eines Schubmoments zwischen der Eingangsseite und der Ausgangsseite eingerichtet ist; und
• - eine Formschlusseinheit, welche in einem aktivierten Zustand zum formschlüssigen Übertragen eines Zugmoments von der Eingangsseite auf die Ausgangsseite eingerichtet ist,

wobei die Formschlusseinheit im verpressten Zustand des Reibpakets ein anliegendes Zugmoment in eine Überführung der Formschlusseinheit in den aktivierten Zustand übersetzt.According to a further aspect, a torque coupling is proposed with a rotation axis for a hybrid module of a hybrid drive train, having at least the following components:

• - An input side for receiving a pulling torque and outputting a pushing torque;
• an output side for outputting a pulling torque and for receiving a pushing torque;
• - A friction package with at least one input disk and at least one output disk, the friction package being axially compressible and in such an axially compressed state the friction package is set up for the frictional transmission of a pulling torque and a pushing torque between the input side and the output side; and
• - A form-fit unit which, in an activated state, is set up for the form-fit transmission of a tensile torque from the input side to the output side,

wherein the form-fit unit in the compressed state of the friction pack converts an applied tensile torque into a Transferring the form-fit unit translated into the activated state.

The torque coupling is primarily characterized in that, in the pressed state of the friction pack, the form-fit unit also translates an applied thrust torque into a transfer of the form-fit unit to the activated state.

According to this aspect of the invention, a torque coupling for the (releasable) transmission of a torque about its axis of rotation is proposed, which can be regulated in a slipping manner in a (low) torque range below a predetermined limit value, for example a maximum of 250 Nm, preferably a maximum of 150 Nm, by applying a torque is purely frictionally transferable. Only beyond a predetermined limit value (high torque range), that is to say for example above 150 Nm, is a form fit switched on by the form fit unit being closed. This happens regardless of the direction of the torque, i.e. in the parlance of motor vehicle technology both in the case of a pulling torque, i.e. a drive-side torque source (e.g. acceleration), as well as a thrust torque, i.e. a wheel-side or road-side torque source (e.g. engine braking, recuperation). A very high torque, for example up to 2 kNm, can then be transmitted in a form-fitting manner. Such a torque is particularly preferably transferable as an alternating torque, that is to say with a frequent change of sign or change between the two directions of torque transmission, without a zero crossing in a permanently positive manner. The only condition is that the amount of applied torque (in a predetermined time frame) remains above the predetermined limit value. The predetermined time frame is adapted to the inertia of the system, for example in that the components that transfer that form-fit unit into the activated state, i.e. the positively closed state, are designed to be sufficiently slow or an actuation path is designed so long that the deactivation (i.e. opening) of the form-fit unit takes longer than changing the direction of torque in the system.

The torque clutch can be used, for example, in a drive train of a motor vehicle. The torque coupling is set up for the releasable connection of at least one drive machine, for example an internal combustion engine, and at least one consumer, for example the drive wheels for propelling a motor vehicle. In an open state of the torque clutch, the at least one drive machine and the consumer are separated, so that no torque or only a permissible low drag torque can be transmitted. In one embodiment, however, a further drive machine, for example a motor generator, cannot be separated from the at least one consumer by means of the torque clutch. This drive machine therefore runs permanently with the consumer. For example, the torque coupling is integrated into a so-called hybrid module, the second drive machine (according to the above example) being connected coaxially or by means of a belt drive to the output side of the torque coupling permanently or releasably by means of the torque coupling. By using a hybrid module, a drive train with an internal combustion engine, then the first drive machine according to the above example, becomes a hybridized drive train, that is to say a hybrid drive train.

The input side of the torque coupling is any connection side for connecting a torque-emitting and / or torque-absorbing (external) component. For example, the input side is permanently connected to transmit torque to a first drive machine, for example an internal combustion engine of a motor vehicle. The output side is the (optional) other connection side for connecting a torque-emitting and / or torque-absorbing (external) component. For example, the output side is permanently connected to a consumer, for example drive wheels of a motor vehicle, in a torque-transmitting manner. In a hybrid module of a hybrid drive train, a second drive machine, for example a motor generator, is connected to the input side, i.e. detachable, or to the output side, i.e. permanently, in a torque-transmitting manner (according to the above example) with the at least one consumer. Just for a clear assignment, with reference to the application example in a motor vehicle and the terminology used there (compare above), a torque starting from the input side for transmission to the output side is referred to as pulling torque and, conversely, a torque starting from the output side for transmission referred to as the thrust torque on the input side.

The input side and the output side are detachably connected to one another, this being accomplished (in a partial area) by a friction package. For this purpose, the friction package has an input disk and an output disk, which are synchronized with one another. The input disk is permanently connected to the input side to transmit torque. The output disk is permanently connected to the output side to transmit torque. The friction package works conventionally by having at least one axially movable pressure plate, for example the input disk, and at least one friction disk, for example the output disk or vice versa, preferably a pressure plate and a counter-plate that is synchronized and axially fixed between which a friction disk is arranged and / or a disk pack Inner discs and outer discs, are provided. The pressure plate is by means of an external Axial force, for example from a plate spring in cooperation with a central release (normally closed clutch configuration) or from an actuating unit (normally open clutch configuration), can be pressed against the friction disk and a torque can thus be transmitted in a frictionally engaged manner. However, as explained above, the friction package is (solely) responsible for a lower torque range. A form-fit unit is also provided, which is connected downstream of the friction package in such a way that the form-fit unit can only be transferred to the activated state when the friction package is in a compressed state and there is also a speed difference within the form-fit unit.

In this embodiment, as explained at the beginning, the direction of the applied torque is not relevant for activating the form-fit unit. Every time a differential speed occurs on the compressed friction package because the pulling torque or the pushing torque is beyond the predetermined limit value, the form-fit unit is activated by this excess torque. The friction package is then bridged or the form-fit unit is connected in parallel to the friction package to support the torque transmission. A torque transmission cannot be regulated in this state, but a synchronization of the input side and output side is created. The form-fit unit comprises, for example, one or a plurality of hooks and / or pins which, when the form-fit unit is activated, is brought into engagement with a corresponding form-fit receptacle on the respective opposite side, for example the output side, by means of a radial movement outward and / or inward. For example, a preload prevents the form-fit unit from being activated by (increasing or decreasing) centrifugal forces. The reaction forces acting radially outward, caused by centripetal forces, are preferably used in a supporting manner in order to keep the form-fit unit closed, but not insurmountable.

The differential speed is only passed on to the form-fit unit when the friction package is in a compressed state. This is regulated as a function of the path, for example, so when the pressure plate is engaged in order to press the friction package, a mechanism is axially displaced. This mechanism then only acts on the form-fit unit. As long as the input side and the output side are synchronized with one another by means of the friction set, the transmitted torque is insufficient to activate the form-fit unit. If the output side and the input side run asynchronously again after a synchronization process, i.e. if there is slip, the (axially displaced) mechanism acts on the form-fit unit with such a high force or torque that the form-fit unit is activated. The slip in the friction package is thus ended and a (significantly) higher torque can be transmitted by means of the positive-locking unit that is connected (activated) in addition to transmitting a torque. As an alternative or in addition, a force-controlled mechanism is provided which is driven directly or indirectly by the (external) axial force for pressing the friction pack. The action of the mechanism for activating the form-fit unit is also controlled by means of a slip between the input side and the output side.

It is also proposed in an advantageous embodiment of the torque coupling that the form-fitting unit is integrated into the output disk and / or into the input disk.

In this embodiment, the form-fit unit is integrated as a unit in the friction package. The form-fit unit is preferably arranged as a friction disk between a pressure plate and a counterplate. A single form-fit unit is preferably provided which, for example, forms the friction disk of the friction set. Alternatively, a plurality of, for example two, form-fit units are provided, for example a first form-fit unit for activation when a tensile moment is applied and a second form-fit unit for activation when a thrust moment is present. The form-fit units are then preferably designed to be identical.

It is further proposed in an advantageous embodiment of the torque coupling that the form-locking unit is designed in the form of a disk and that the only component of the torque coupling which transmits a torque in a form-locking manner is.

In this embodiment, the form-fit unit is integrated into a friction pack, preferably as a friction disk, or connected in parallel to the friction pack. Only the form-fit unit is set up for the form-fit transmission of a torque. The form-fit unit is preferably designed as a structural unit that can particularly preferably be pre-assembled. The components of the interlocking unit are preferably arranged rotationally symmetrically and set up for high maximum speeds, for example up to 4,000 rpm [two thousand revolutions per minute], particularly preferably more than 6,000 rpm.

It is also proposed in an advantageous embodiment of the torque coupling that the form-locking unit is designed according to an embodiment in accordance with the above description.

• - eine erste Antriebsmaschine mit einer ersten Antriebswelle; und
• - eine Drehmomentkupplung nach einer Ausführungsform gemäß der obigen Beschreibung,

wobei die Eingangsseite zum drehmomentübertragenden Verbinden mit einer zweiten Antriebswelle einer zweiten Antriebsmaschine eingerichtet ist, und wobei die Ausgangsseite zum drehmomentübertragenden Verbinden mit einer Getriebeeingangswelle eingerichtet ist,
wobei mittels der Drehmomentkupplung die Eingangsseite und die Ausgangsseite lösbar drehmomentübertragend verbunden sind,
wobei bevorzugt die Drehmomentkupplung zum Trennen einzig der zweiten Antriebswelle von der Ausgangsseite eingerichtet ist und die erste Antriebswelle mit der Ausgangsseite dauerhaft drehmomentübertragend verbunden ist.According to a further aspect, a hybrid module for a hybrid drive train is proposed, having at least the following components:

• - A first drive machine with a first drive shaft; and
• - a torque coupling according to an embodiment according to the description above,

wherein the input side is set up for torque-transmitting connection with a second drive shaft of a second drive machine, and wherein the output side is set up for torque-transmitting connection with a transmission input shaft,
wherein the input side and the output side are releasably connected to transmit torque by means of the torque coupling,
wherein the torque coupling is preferably set up to separate only the second drive shaft from the output side and the first drive shaft is permanently connected to the output side in a torque-transmitting manner.

The hybrid module proposed here comprises a first drive machine, preferably an electric drive machine, with a first drive shaft, which can provide sufficient torque and corresponding speeds to propel a motor vehicle or in another application to use a consumer (torque sink) in a hybrid drive train . A torque is sufficient, for example, if the first drive machine alone or in combination with a further drive machine (for example a further electrical machine) is able to provide sufficient torque for the consumer, for example for the at least one drive wheel in the motor vehicle. For example, the hybrid module is set up with the first drive machine as the sole drive as an alternative to a second drive machine, for example an internal combustion engine, or as a pure torque booster parallel to a second (large) electric drive machine. As a torque booster, the first drive machine of the hybrid module supports the torque output of the second drive machine or also (only) the second (large) electric drive machine.

When the hybrid module is used in a hybrid drive train, a further (second) drive machine is connected to a second drive shaft in a torque-transmitting manner via the input side. If the second drive machine is an internal combustion engine, the input side is also referred to as the combustion engine connection. The input side is designed, for example, as a shaft flange for a shaft flange connection (for example, butt-connected) or as a receptacle for a spline. The second drive machine or the second drive shaft forms a corresponding connection element. In the case of purely electric operation, for example purely electric driving of a motor vehicle, and with the first drive machine as the electric drive machine and the second drive machine as the internal combustion engine, the second drive machine is decoupled from a gear train and can be switched off for this purpose, so that the internal combustion engine does not consume (fuel) .

Opposite, the output side of the hybrid module, when used in a hybrid drive train, forms a permanent torque-transmitting connection to a consumer, for example a transmission train, so that, for example, a transmission input shaft is connected to the output side. The output side is then referred to as the gear connection. The output side is designed, for example, as a shaft flange for a shaft flange connection (for example, butt-connected) or as a receptacle for a spline. The consumer, for example the gear train or the gear input shaft, forms a corresponding connection element.

Furthermore, a torque coupling is provided, via which the input side is connected to the output side, that is to say to the consumer when in use, in an actively separable torque-transmitting manner. In the above example, the torque clutch prevents torque transmission between the combustion engine connection and the transmission connection when the torque clutch is opened. In the open state, in one embodiment, a drag torque is also transmitted, the drag torque, if correctly designed, in a motor vehicle not being sufficient to move the motor vehicle. In the closed state of the torque clutch, however, a torque can be transmitted from the input side to the output side and vice versa. In a preferred embodiment, the first drive machine is connected downstream of the torque clutch when viewed from the input side to the output side (often the main torque flow direction), so that in an (optional) embodiment without an additional disconnect clutch, the first drive machine with the output side is permanent, i.e. inseparable, and is connected to the input side in a separable torque-transmitting manner. The first drive shaft of the first drive machine rotates permanently with the output side in an operating state in which no torque is added by the first drive machine.

According to one embodiment, the torque coupling is designed in accordance with the preceding description and thus a torque up to a predetermined amount of torque, that is to say both as a pulling torque and as a pushing torque, can be transmitted in a slipping manner and thus controllably. After a predetermined limit value has been exceeded, a torque can no longer be transmitted by means of the friction package. Rather, the form-fit unit then enters into the torque transmission and enables a form-fit torque transmission. This means that very high amounts of torque can be transmitted, especially as (high) alternating torque. At the same time, controllability in the lower torque range is retained.

• - eine zweite Antriebsmaschine mit einer zweiten Antriebswelle;
• - einen Verbraucher zum Aufnehmen eines Drehmoments;
• - ein Hybridmodul nach einer Ausführungsform gemäß der obigen Beschreibung; und
• - ein Übertragungsgetriebe mit einer Getriebeeingangswelle,

wobei der Verbraucher mittels des Übertragungsgetriebes mit der Ausgangsseite des Hybridmoduls lösbar oder dauerhaft drehmomentübertragend verbunden ist.According to a further aspect, a hybrid drive train is proposed having at least the following components:

• - A second drive machine with a second drive shaft;
• - A consumer for receiving a torque;
• - A hybrid module according to an embodiment as described above; and
• - a transmission gearbox with a gearbox input shaft,

whereby the consumer is connected to the output side of the hybrid module in a detachable or permanent torque-transmitting manner by means of the transmission gear.

The hybrid drive train proposed here comprises a hybrid module in one embodiment according to the above description, the output side being connected to a consumer by means of a transmission gear, so that a torque from the hybrid module, be it from the first drive machine or from the second drive machine, is achieved by means of the Transmission gear is transferable to a consumer. In a preferred embodiment, the hybrid module forms a structural unit that can be preassembled. The first drive machine is, for example, an electric drive machine, preferably a coaxial or parallel motor generator, and the second drive machine is, for example, an internal combustion engine.In a preferred embodiment, no torsional vibration damper, for example a dual-mass flywheel, is provided between the second drive shaft and the hybrid module. Rather, a torsional vibration damper is connected downstream of the hybrid module or the damping in the torque clutch can be adequately mapped by means of slipping dissipation.

The transmission gear is, for example, a transmission gear, so that the required speed or the desired torque can be adjusted automatically or manually. In a preferred embodiment, the transmission gear is a continuously variable transmission belt (for example a so-called CVT [continuous variable transmission]), for example with a traction device or with a push link belt.

• zumindest ein Antriebsrad zum Vortrieb des Kraftfahrzeugs und
• einen Hybrid-Antriebsstrang nach einer Ausführungsform gemäß der obigen Beschreibung,
• wobei das zumindest eine Antriebsrad mittels des Hybrid-Antriebsstrangs mit einem Drehmoment zum Vortrieb des Kraftfahrzeugs steuerbar versorgbar ist.

According to a further aspect, a motor vehicle is proposed having at least the following components:

• at least one drive wheel for propelling the motor vehicle and
• a hybrid drive train according to an embodiment according to the description above,
• wherein the at least one drive wheel can be controllably supplied with a torque for propelling the motor vehicle by means of the hybrid drive train.

The axial and / or radial installation space is particularly small in hybridized motor vehicles due to the large number of drive components and it is therefore particularly advantageous to use a hybrid drive train of small size. This can be achieved in that the torque coupling can be designed with a small installation space in relation to the maximum torque that can be transmitted, and furthermore (optionally) that a torsional vibration damper can be saved.

This problem is exacerbated in the case of passenger cars in the small car class according to the European classification. The units used in a passenger car of the small car class are not significantly reduced in size compared to passenger cars of larger car classes. Nevertheless, the space available for small cars is much smaller. In the hybrid vehicle proposed here with the hybrid drive train described above, as a result of efficient and exact torque detection when the transmission connection of the hybrid module is connected, exact control of the machines and transmissions in the hybrid drive train is achieved, which increases comfort when starting the internal combustion engine when driving purely electrically, as well as improved Efficiency can be achieved with the same or even reduced installation space.

Passenger cars are assigned to a vehicle class according to, for example, size, price, weight and performance, whereby this definition is subject to constant change according to the needs of the market. In the US market, vehicles in the subcompact car class are assigned to the subcompact car class according to the European classification, and in the British market they correspond to the supermini class or the city car class. Examples of the small car class are a Volkswagen up! or a Renault Twingo. Examples of the small car class are an Alfa Romeo MiTo, Volkswagen Polo, Ford Ka + or Renault Clio. Well-known full hybrids in the small car class are the BMW i3 and the Toyota Yaris Hybrid.

• 1: eine Drehmomentkupplung im Schnitt;
• 2: die Formschlusseinheit gemäß 1 im Schnitt;
• 3: ein Sekanten-Schnitt durch eine Formschlusseinheit bei einem Kniehebel;
• 4: eine geschnittene Draufsicht C-C der Formschlusseinheit gemäß 2;
• 5: eine geschnittene Draufsicht B-B der Formschlusseinheit gemäß 2; und
• 6: ein Kraftfahrzeug mit einem Hybrid-Antriebsstrang.

The invention described above is explained in detail below against the relevant technical background with reference to the associated drawings, which show preferred embodiments. The invention is in no way restricted by the purely schematic drawings, it being noted that the drawings are not dimensionally accurate and are not suitable for defining size relationships. It is shown in

• 1 : a torque coupling in section;
• 2 : the form-fit unit according to 1 on average;
• 3 : a secant cut through a form-fit unit in a toggle lever;
• 4th : a sectional plan view CC of the form-fitting unit according to FIG 2 ;
• 5 : a sectional plan view BB of the form-fitting unit according to 2 ; and
• 6th : a motor vehicle with a hybrid drive train.

In 1 is a torque coupling 6th with a form-fit unit 1 shown in side section, the axis of rotation 2 runs perpendicular in the representation and the circumferential direction 3 around this axis of rotation 2 is arranged around and, for example, points out of the plane of the sheet on the left in the illustration and points into the plane of the sheet on the right in the illustration. The radial direction points in the sectional plane to the left or to the right of the axis of rotation 2 path.

The transferable tensile torque 9 or thrust torque 10 is to the axis of rotation 2 Are defined. In the example shown is the tensile moment 9 in the circumferential direction shown 3 aligned and the thrust torque 10 contrary to that. The torque coupling shown here 6th includes a friction pack 5 , in which an axially fixed counter plate 26th part of the entry page 22nd and the other part of the entry side 22nd from an input disk 24 is formed, here by an axially movable pressure plate. The entrance disc 24 (Pressure plate) is here by means of a leaf spring assembly 27 with the counter plate 26th synchronized connected, riveted here. The counter plate 26th is connected, for example, to an engine flange of a crankshaft and / or the output side 23 designed as a spline receptacle into which a transmission input shaft 32 (compare 6th ) can be plugged in permanently to transmit torque. Between the entrance disc 24 (Pressure plate) and the counter plate 26th is a form-fit unit here 1 as an output disk 25th formed, so designed functionally as a friction disc. The entrance disc 24 is axial against the first friction surface 7th the form-fit unit 1 and the form-fit unit 1 is then with its second friction surface 8th against the (axially fixed) counter plate 26th is compressible. Thus, there is a torque from the input side 22nd to the exit page 23 and vice versa transferable. The input disk is used for axial compression 24 (Pressure plate) applied an axial force (in this illustration from top to bottom). The friction surfaces 7th , 8th are each with a first, here radially outer, friction ring 48 and a separate, ie relatively rotatable, second, here radially inner, friction ring 49 executed. The first friction ring 48 is relative to the starting side 23 Fixed both axially (possibly with a pad suspension) and rotationally. The second friction ring 49 is axially preloaded so that the second friction ring 49 relative to the first friction ring 48 axially protrudes somewhat and with the input disk 24 , so the pressure plate or the counter plate. First comes into frictional contact when the friction package 5 is pressed. Then first the second friction rings 49 axially lowered, so guided axially towards one another. The axial travel is controlled by the first friction rings 48 limited. For mobility of the actuating elements 12 , 13 remains from the rest position (or actuation position) to the forced position (with the respective deactivated knee lever 14th , 15th ; compare 3 ) receive a free route. If there is a free path, this is on the actuating element 12 , 13 in the rest position (knee lever 14th , 15th deactivated) from the second friction ring 49 acting torque is too low to move the actuating element into the forced position. As soon as a torque is applied, which is greater than frictional engagement over the friction surfaces 7th , 8th is transferable, the form-fitting unit 1 activated by the engagement tip 17th of the engagement element 11 into the corresponding form-fit receptacle 39 , which is an axial flange of the counterplate 26th is recorded, is forced out radially. The engagement element 11 is designed here as a pin and is moved purely radially. The details are shown in the following figures. It should be noted that this is a form-fit unit 1 is shown, which is designed to be rotationally symmetrical, with a plurality of engagement elements 11 and knee levers 14th , 15th (compare 3 ) are inserted and the actuating element 12 , 13 as well as the intermediate element 37 , 38 is formed in each case disc-shaped, here also in one piece.

In 2 is the form-fit unit 1 according to 1 shown, the position of the sectional views CC and BB are also shown here, which in 4th and 5 are shown. For use in a torque coupling 6th as in 1 is shown, reference is made to the preceding description. The engagement element 11 is shown here in the deactivated position, the deactivated position here (optionally) by a spring element 40 is held. Around the engagement tip 17th of the engagement element 11 To force radially outwards, at least one of the two (here both) actuating elements 12 , 13 around the axis of rotation 2 are rotated so that an actuation ramp 41 , 42 (compare 4th ) against the back of the engagement point 17th acts and thus the spring element 40 tensioned, here executed as a compression spring compresses. The engagement element 11 is here by means of the interaction of a guide groove 48 in the intermediate element 37 , 38 and a guide pin 49 on the engagement element 11 radial (linear) guided (compare also 5 ). Axially opposite on the other side of the engagement element 11 is mirrored the same arrangement a further actuator 13 provided, which also against the back of the same engaging tip 17th works. There is an intermediate element for activation 37 , 38 provided, which with a toggle lever 14th , 15th (not here, not in the cutting plane, compare 5 ) interacts. The actuator 12 , 13 is between the respective intermediate element 37 , 38 and the respective friction surface 7th , 8th arranged and is in an axial compression of the friction pack 5 (compare 1 ) brought into frictional engagement with each other, with both the intermediate element 37 , 38 as well as the actuating element 12 , 13 be taken along frictionally. The further details are related to 3 explained.

In 3 is a secant cut through the two toggle levers 14th , 15th shown, with (in the illustration above) the first friction surface 7th the first intermediate element 37 and the actuator 12 are strongly pressed together, while (in the illustration below) the second friction surface 8th , the second actuator 13 and the second intermediate element 38 are only slightly pressed together, so there is free travel. The first actuator 12 is thus in the actuating position and the second actuating element 13 is on leave. This is achieved in that the (upper) first toggle lever 14th is tilted to the right, so that the first operating lever 46 by means of the first intermediate element 37 the first actuator 12 against the first friction surface 7th (upwards, i.e. axially outwards). This is the first knee lever 14th (here optional) from the relocation of the first intermediate element 37 (to the right in the illustration) using the first shift lever 43 clockwise around the lever axis 45 turned. The first actuation lever is thus positioned 46 and thus presses the first intermediate element 37 against the first actuating element 12 and this in turn (on the back) against the first friction surface 7th . This takes on the (first) actuating element 12 transmittable friction torque such that the first actuating element 12 (to the right as shown) from the first friction surface 7th gets carried away.

The second toggle lever is on the second (lower side as shown) 15th due to the applied torque direction (tensile torque 9 ) around the lever axis 45 not or by means of the second shift lever 44 deflected so that the second operating lever 47 not against the second intermediate element 38 is pressed or even turned away from it. The second actuator 13 is thus in the exemption and from the axial force on the second friction surface 8th or their second friction ring 49 loaded with insufficient frictional torque. The second actuator 13 is not carried along (to the right as shown). The interrelationship applies in reverse with a thrust torque 10 , wherein the second actuating element 13 from the second operating lever 47 is pressed into the actuating position and the first actuating element 12 away from the first gear stick 43 is held out of an actuation position in the release.

In 4th is the sectional view CC (compare 2 ), with the first actuation ramp here 41 (here optionally corresponding majority of the first actuation ramps 41 ) such relative to the engagement element 11 is arranged that this is retracted radially (the exposure of the first actuating element 12 corresponding). The same applies to the opposite side for the second mechanism and it is therefore (referring to 2 ) explained below for both sides. When the actuator 12 , 13 is rotated counterclockwise here (only possible in the actuation position), namely by removing it from the second friction ring, which cannot be seen in this section 49 the friction surface 7th , 8th is taken, the respective engagement element 11 (shown here covered with dashed lines) from the associated actuation ramp 41 , 42 forced radially outwards. The respective spring element 40 of the engagement element 11 is compressed. In this optional embodiment there is a connecting gear 16 provided by means of which of the first actuating element 12 the second actuator 13 is driven in the opposite direction, so that at the axially opposite side of the engagement element 11 the second actuator 13 likewise with its activation ramp 42 against the engagement element 11 is twisted. As a result, a radial force is exerted on the engagement point here too 17th of the engagement element 11 transfer. The connecting gear 16 comprises in this embodiment a first rack-like tooth profile 50 on the first actuating element 12 and a gear 51 (element), which is divided by the intermediate elements 37 , 38 extends therethrough and with a second tooth profile (identical, not shown) also engages. Thus, the first actuator move 12 and the second actuator 13 always synchronized in opposite directions.

In 5 is the section plane BB according to 2 shown, the engagement element 11 in the area of the engagement tip 17th is cut, so that cut here (optionally) formed by a truncated cone is a left engagement surface 18th and a right hand gripping surface 19th you can see. These enable the form-fit unit to be released 1 , so with a radial retraction of the engagement element 11 radially inwards so that tilting is prevented even when a high torque is applied and retraction is facilitated. The first intermediate element is in this sectional plane shown 37 shown, which preferably with the second intermediate element 38 (compare 2 ) is designed identically. Each between two engagement elements 11 is the first knee lever 14th to recognize which when the first intermediate element is rotated 37 relative to the first knee lever 14th by means of the first shift lever 43 around the axis of rotation 2 is turned over so that the first knee lever 14th with its operating lever 46 against the first actuating element 12 presses (compare 3 , Actuation position). This is the effect of the axial force from the first friction surface 7th on the first actuating element 12 increased, so that then the transferable friction torque between the first friction surface 7th and the first actuator 12 is sufficient to the first actuator 12 to be carried away and thus the point of engagement 17th forcing out radially (forced position). Then the torque-transmitting form fit is formed, for example in a torque coupling 6th as in 1 shown by means of a corresponding form-fit receptacle 39 .

In 6th is a motor vehicle 36 with a hybrid powertrain 21st (optional in front of the driver's cab 54 and optionally in a transverse arrangement, i.e. with the motor axis 52 transverse to the longitudinal axis 53 of the motor vehicle 36 ) shown in a schematic view from above. The front axle 55 , and with it the left drive wheel 33 and the second drive wheel 34 , is from the hybrid powertrain 21st driven. The rear axle 58 or the left rear wheel 56 and the second rear wheel 57 are carried out concurrently or also (all-wheel drive) or alternatively from the hybrid drive train 21st driven. The hybrid powertrain 21st includes a second prime mover 31 , which is designed as an internal combustion engine, and a first drive machine 28 , which is designed as an electric drive machine and in a hybrid module 20th is integrated. Both prime movers 28 , 31 are by means of a transmission gear 35 , for example a belt drive, with the front axle 55 connected to transmit torque. In this embodiment, the second drive shaft is used for this purpose 30th (Combustion shaft) by means of a torque coupling 6th with a transmission input shaft 32 of the transmission 35 releasably connected. The first drive shaft 29 (Rotor shaft, here is the connecting disk of the rotor of the first (electrical) drive machine 28 for the clear differentiation from the transmission input shaft 32 marked) is directly connected to the transmission input shaft 32 not releasably connected. Alternatively, the first drive shaft is 29 by means of the torque coupling 6th or releasably to the transmission input shaft by means of a further separating clutch 32 connected. The torque clutch 6th is for example as in 1 shown executed and its axis of rotation 2 is congruent with the motor axis 52 aligned. Alternatively is the axis of rotation 2 arranged parallel or otherwise oriented. The second drive shaft 30th (Combustion shaft) forms in the torque clutch 6th the entry page 22nd and the exit page 23 is from the first drive shaft 29 (Rotor shaft) formed or the output disk 25th (compare 1 ) is with the first drive shaft 29 and / or transmission input shaft 32 permanently connected.

With the form-fit unit proposed here and the torque coupling, a high torque can be transmitted in a small installation space, with a low torque remaining controllable at the same time.

List of reference symbols

1

Form-fit unit

2

Axis of rotation

3

Circumferential direction

4th

Radial direction

5

Friction package

6th

Torque coupling

7th

first friction surface

8th

second friction surface

9

Tensile moment

10

Thrust moment

11

Engaging element

12

first actuator

13

second actuator

14th

first knee lever

15th

second knee lever

16

Connecting gear

17th

Engagement point

18th

left engagement surface

19th

right engagement surface

20th

Hybrid module

21st

Hybrid powertrain

22nd

Entry page

23

Exit page

24

Input disc

25th

Output disk

26th

Counter plate

27

Leaf spring package

28

electric drive machine

29

Rotor shaft

30th

Burner shaft

31

Internal combustion engine

32

Transmission input shaft

33

left drive wheel

34

right drive wheel

35

Transmission gear

36

Motor vehicle

37

first intermediate element

38

second intermediate element

39

Form fit recording

40

Spring element

41

first actuation ramp

42

second activation ramp

43

first gear lever

44

second gear lever

45

Lever axis

46

first operating lever

47

second operating lever

48

first friction ring

49

second friction ring

50

(first) tooth profile

51

gear

52

Motor axis

53

Longitudinal axis

54

Driver's cab

55

Front axle

56

left rear wheel

57

right rear wheel

58

Rear axle

Claims (10)

Form-fit unit (1) with a rotation axis (2) for an axially compressible friction package (5) of an actively releasable torque clutch (6), having at least the following components: - a first friction surface (7) and axially opposite a second friction surface (8) for in an axially compressed state in a friction set (5) of a torque clutch (6) frictional transmission of a pulling torque (9) and a pushing torque (10), the first friction surface (7) and the second friction surface (8) each having a first friction ring (48) and a second friction ring (49), wherein the first friction ring (48) is axially fixed and forms an axially outer plane, and wherein the second friction ring (49) is axially pretensioned in such a way that the second friction ring (49) extends axially outward the axially outer plane of the first friction ring (48) is arranged protruding, and the second friction ring (49) against its bias along an axial actuation path up to the axially outer plane of the first friction ring (48) is movable; - At least one radially forced engagement element (11); - A first actuating element (12) for forcing out the at least one engagement element (11) radially; - A second actuating element (13) for forcing out the at least one engagement element (11) radially; - A first toggle lever (14) which is assigned to the first actuating element (12) and the second friction ring (49) of the first friction surface (7); and - a second toggle lever (15) which is assigned to the second actuating element (13) and the second friction ring (49) of the second friction surface (8), the first toggle lever (14) in the axially pressed state in a friction package (5 ) with one of the friction surfaces (7, 8) applied: - tensile torque (9) beyond a predetermined limit value, the first actuating element (12) is forced into an actuating position axially towards the first friction surface (7), and - thrust torque (10) the the first actuating element (12) is in an exemption, wherein from the second toggle lever (15) in the axially compressed state in a friction package (5) with one on the friction surfaces (7, 8) applied: - thrust torque (10) beyond a predetermined limit value the second actuating element (13) in an actuating position axially towards the second friction surface (8) is forced, and - tensile torque (9) the second actuating element (13) is in a free position, the respective actuating element (12, 13) in the actuating position of the second friction ring (49) of the respective friction surface (7, 8) is movable relative to the engagement element (11) and can be transferred into a forced position, the at least one engagement element (11) being forced out radially in the forced position of the actuating element (12, 13). Form-fit unit (1) after Claim 1 , wherein the form-fit unit (1) further comprises a connecting gear (16), by means of which the first actuating element (12) is driven by the second actuating element (13) and vice versa in such a way that the respectively released actuating element (12, 13) is driven by the other The actuating element (13, 12) in the compulsory position is also transferred into the compulsory position, preferably the actuating elements (12, 13) can only be moved synchronously with one another. Form-fit unit (1) after Claim 1 or 2 wherein the at least one engaging element (11) is purely radially movable and an engaging tip (17) is designed with at least one inclined engaging surface (18, 19), the at least one engaging surface (18, 19) being inclined to the circumferential direction (3) . Torque coupling (6) with axis of rotation (2) for a hybrid module (20) of a hybrid drive train (21), having at least the following components: - an input side (22) for receiving a pulling torque (9) and for outputting a pushing torque (10) ; - An output side (23) for outputting a pulling torque (9) and for receiving a pushing torque (10); - A friction package (5) with at least one input disk (24) and at least one output disk (25), the friction package (5) being axially compressible and the friction package (5) in such an axially compressed state for frictional transmission of a tensile torque (9) and a thrust torque (10) is established between the input side (22) and the output side (23); and - a form-fit unit (1) which, in an activated state, is set up for the form-fitting transmission of a tensile torque (9) from the input side (22) to the output side (23), the form-fit unit (1) in the compressed state of the friction assembly (5) an applied tensile torque (9) translated into a transfer of the form-fit unit (1) into the activated state, characterized in that the form-fit unit (1) in the pressed state of the friction package (5) also translates an applied shear torque (10) into a transfer of the form-fit unit ( 1) translated into the activated state. Torque coupling (6) Claim 4 , wherein the form-fit unit (1) is integrated into the output disk (25) and / or into the input disk (24). Torque coupling (6) Claim 4 or 5 wherein the form-fit unit (1) is disk-shaped and the only component of the torque coupling (6) that transmits a torque in a form-fit manner. Torque coupling (6) according to one of the Claims 4 to 6th , wherein the form-fitting unit (1) according to one of the Claims 1 to 3 is executed. Hybrid module (20) for a hybrid drive train (21), having at least the following components: - a first drive machine (28) with a first drive shaft (29); and - a torque coupling (6) according to one of the Claims 4 to 7th , wherein the input side (22) is set up for torque-transmitting connection to a second drive shaft (30) of a second drive machine (31), and wherein the output side (23) is set up for torque-transmitting connection with a transmission input shaft (32), wherein by means of the torque clutch ( 6) the input side (22) and the output side (23) are releasably connected to transmit torque, the torque coupling (6) preferably being set up to separate only the second drive shaft (30) from the output side (23) and the first drive shaft (29) with it the output side (23) is permanently connected to transmit torque. Hybrid drive train (21) comprising at least the following components: - a second drive machine (31) with a second drive shaft (30); - A consumer (33,34) for receiving a torque; - A hybrid module (20) after Claim 8 ; and - a transmission gear (35) with a transmission input shaft (32), the consumer being connected to the output side (23) of the hybrid module (20) in a detachable or permanent torque-transmitting manner by means of the transmission gear (35). Motor vehicle (36) having at least the following components: at least one drive wheel (33, 34) for propelling the motor vehicle (36) and a hybrid drive train (21) behind Claim 9 wherein the at least one drive wheel (33, 34) can be controllably supplied by means of the hybrid drive train (21) with a torque for propelling the motor vehicle (36).

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